Spiral cam clutch actuation system

ABSTRACT

A power transmission device for a motor vehicle includes a clutch for transferring torque between first and second shafts. A clutch actuation system includes a drive member and a cam member in cooperation with one another. The drive member is driven by an electric motor and includes first and second rollers rotatably mounted thereon. The cam member includes first and second circumferentially extending channels, each having a continually reducing radius. The first and second channels are separate from and overlap one another. The first roller is positioned within the first channel to engage the drive member and the cam member. The second roller is positioned within the second channel to engage the drive member and the cam member such that relative rotation between the drive member and the cam member translates the cam member along an axis of relative rotation to vary the force applied to the clutch.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.11/626,510 filed on Jan. 24, 2007, which application claims the benefitof U.S. Provisional Application Ser. No. 60/765,489 filed Feb. 3, 2006.The entire disclosures of each of the above applications areincorporated herein by reference.

FIELD

The present invention relates generally to power transfer systems forcontrolling the distribution of drive torque between the front and reardrivelines of a four-wheel drive vehicle. More particularly, the presentinvention is directed to a power transmission device for use in motorvehicle driveline applications having a power-operated clutch actuatorthat is operable for controlling actuation of a multi-plate frictionclutch assembly.

BACKGROUND

In view of increased consumer popularity in four-wheel drive vehicles, aplethora of power transfer systems are currently being utilized invehicular driveline applications for selectively directing power (i.e.,drive torque) from the powertrain to all four wheels of the vehicle. Inmany power transfer systems, a transfer case is incorporated into thedriveline and is operable in a four-wheel drive mode for deliveringdrive torque from the powertrain to both the front and rear wheels. Manyconventional transfer cases are equipped with a mode shift mechanismthat can be selectively actuated to shift between a two-wheel drive modeand a part-time four-wheel drive mode. In addition, many transfer casesalso include a range shift mechanism which can be selectively actuatedby the vehicle operator to engage a reduction gearset for shiftingbetween four-wheel high-range and low-range drive modes.

It is also known to use “on-demand” power transfer systems forautomatically biasing power between the front and rear wheels, withoutany input or action on the part of the vehicle operator, when tractionis lost at either the front or rear wheels. Modernly, it is known toincorporate the “on-demand” feature into a transfer case by replacingthe mechanically-actuated mode shift mechanism with a friction clutchassembly and a power-operated clutch actuator that is interactivelyassociated with an electronic control system and a sensor arrangement.During normal road conditions, the friction clutch assembly is typicallymaintained in a released condition such that drive torque is onlydelivered to the rear wheels. However, when the sensors detect a lowtraction condition, the clutch actuator is actuated for engaging thefriction clutch assembly to deliver drive torque “on-demand” to thefront wheels. Typically, the amount of drive torque transferred throughthe friction clutch assembly to the non-slipping wheels is varied as afunction of specific vehicle dynamics, as detected by the sensorarrangement. This on-demand clutch control system is also used in“full-time” transfer cases to automatically bias the torque ratio acrossan interaxle differential.

In some two-speed transfer cases, the range shift mechanism and theclutch assembly are independently controlled by separate power-operatedactuators. For example, U.S. Pat. No. 5,407,024 discloses a two-speedrange shift mechanism actuated by an electric motor and a frictionclutch assembly actuated by an electromagnetic ballramp unit. In aneffort to reduce cost and complexity, some transfer cases are equippedwith a single power-operated actuator that is operable to coordinateactuation of both the range shift mechanism and the clutch assembly. Inparticular, U.S. Pat. Nos. 5,363,938 and 5,655,986 each illustrate atransfer case equipped with a motor-driven sector having cam surfacesadapted to coordinate actuation of the range shift mechanism and theclutch assembly for establishing a plurality of distinct two-wheel andfour-wheel drive modes.

While transfer cases equipped with such coordinated actuation systemshave been commercially successful, a need exists to develop alternativeclutch actuation systems which further reduce the cost and complexity oftwo-speed actively-controlled transfer cases.

SUMMARY

Accordingly, it is an objective of the present invention to provide atransfer case equipped with a two-speed range unit, a mode clutchassembly and a power-operated actuation mechanism for controllingcoordinated actuation of the range unit and the mode clutch assembly.

It is another objective of the present invention that the transfer casebe interactively associated with a control system for controllingoperation of the power-operated actuation mechanism to establish variousfour-wheel high-range and low-range drive modes.

It is another objective of the present invention to locate the modeclutch assembly across an interaxle differential to provide automatictorque biasing and slip limiting features in a full-time four-wheeldrive mode.

It is another objective of the present invention to locate the modeclutch assembly between the front and rear output shafts of the transfercase to provide automatic torque transfer in an on-demand four-wheeldrive mode.

Another objective of the present invention is to provide a synchronizedrange unit for permitting on-the-move shifting between the high-rangeand low-range drive modes.

It is another objective of the present invention to provide apower-operated actuation mechanism having a range actuator assemblyoperable to control actuation of the two-speed range unit, a modeactuator assembly operable to control actuation of the mode clutchassembly and a motor-driven geartrain operable to control actuation ofthe range and mode actuator assemblies.

It is another objective of the present invention to provide the modeactuator assembly with a roller ramp unit having a face cam with camsurfaces and a control gear with rollers engaging the cam surfaces.

It is another objective of the present invention to mount the rollers onpins to permit radial travel of the rollers within spiral or othernon-constant radius cam surfaces formed on the face cam.

According to these and other objectives of the present invention, atransfer case is provided with a two-speed range unit, a mode clutchassembly, a power-operated actuation mechanism and a control system. Therange unit includes a planetary gearset driven by an input shaft and arange clutch for releasably coupling one of the input shaft and anoutput component of the planetary gearset to a first output shaft. Themode clutch assembly is a multi-plate friction clutch operably disposedbetween the first output shaft and a second output shaft. Thepower-operated actuation mechanism includes an electric motor, ageartrain driven by the motor, a range actuator assembly and a modeactuator assembly. The range actuator assembly includes a driveshaftdriven by the geartrain, a range cam rotatively driven by the driveshaftand a shift collar associated with the range clutch. Rotation of therange cam results in transitional movement of the shift collar betweenhigh-range (H), neutral (N) and low-range (L) positions. The modeactuator assembly is a roller ramp unit having a face cam with camsurfaces and a control gear with rollers engaging the cam surfaces. Thecontrol gear is rotatively driven by the geartrain for initially causingconcurrent rotation of the face cam. This initial rotarynon-translational movement of the face cam permits sufficient rotationof the driveshaft to move the shift collar between its three rangeposition while the friction clutch is maintained in a disengaged state.An anti-rotation mechanism limits rotation of the face cam uponcontinued rotation of the control gear such that engagement of therollers on the cam surfaces causes translational non-rotary movement ofthe face cam. Such translational movement of the face cam functions tocontrol the magnitude of a clutch engagement force applied to thefriction clutch. The control system is adapted to control the magnitudeand direction of rotary motion of the driveshaft and the control gearthrough controlled energization of the electric motor.

The power-operated actuation mechanism of the present invention isarranged to permit sufficient bi-directional rotation of the geartrainto cause movement of the shift collar between its H and L positionswithout causing the roller ramp unit to engage the multi-plate frictionclutch. However, once the shift collar is positively located in eitherof its H or L positions, continued rotation of the geartrain causesactuation of the roller ramp unit for generating and applying the clutchengagement force on the multi-plate friction clutch.

Additionally, a power transmission device for a motor vehicle includes aclutch for transferring torque between a first shaft and a second shaft.A clutch actuation system includes a drive member and a cam member incooperation with one another. The drive member is driven by an electricmotor and includes first and second rollers rotatably mounted thereon.The cam member includes first and second circumferentially extendingchannels, each having a continually reducing radius. The first andsecond channels are separate from and overlap one another. The firstroller is positioned within the first channel to engage the drive memberand the cam member. The second roller is positioned within the secondchannel to engage the drive member and the cam member such that relativerotation between the drive member and the cam member translates the cammember along an axis of relative rotation to vary a magnitude of forceapplied to the clutch.

Furthermore, the present disclosure describes a power transmissiondevice for use in a motor vehicle having a powertrain and a driveline. Aclutch selectively transmits drive torque between an input shaft adaptedto be driven by the powertrain and an output shaft adapted to drive thedriveline. An electric motor rotates a driveshaft. A clutch operatorincludes a first member rotatably driven by the driveshaft, a secondmember axially moveable between first and second positions forcontrolling the magnitude of a clutch engagement force applied to theclutch, and a cam mechanism for converting rotary movement of the firstmember into axial movement of the second member. The cam mechanismincludes a roller rotatably mounted to the first member and a spiralchannel formed in the second member within which the roller is disposed.The channel includes a cam surface engaged by the roller and configuredto cause radial movement of the roller and axial movement of the secondmember between its first and second positions in response to rotation ofthe first member relative to the second member.

DRAWINGS

Further objects, features and advantages of the present invention willbecome apparent from analysis of the following written specificationincluding the appended claims, and the accompanying drawings in which:

FIG. 1 is a schematic view of a four-wheel drive vehicle equipped with atransfer case and a control system according to the present invention;

FIG. 2 is a sectional view of a two-speed full-time transfer caseconstructed in accordance with one preferred embodiment of the presentinvention;

FIGS. 3 through 5 are enlarged partial views of FIG. 2 showing thetwo-speed range unit, interaxle differential, mode clutch assembly andpower-operated actuation mechanism associated with the two-speedfull-time transfer case in greater detail;

FIG. 6 is a side view of a control gear associated with a roller rampunit;

FIG. 7 illustrates various components associated with the power-operatedactuation mechanism;

FIG. 8 is a side view of a face cam associated with the roller rampunit;

FIG. 9 is a partial sectional view taken along line A-A of FIG. 8showing recessed channel-type cam surfaces formed in the face cam;

FIG. 10 is similar to FIG. 9 except that it depicts raised flange-typecam surfaces formed on the face cam;

FIGS. 11A through 11G are views of the components associated with thepower-operated actuation mechanism in different positions forestablishing the various available drive modes;

FIG. 12 is a sectional view of a two-speed on-demand transfer caseaccording to an alternative preferred embodiment of the presentinvention;

FIG. 13 is a sectional view of a single-speed on-demand transfer caseaccording to yet another preferred embodiment of the present invention;and

FIG. 14 illustrates a modified face cam associated with the roller rampunit shown in FIG. 13.

DETAILED DESCRIPTION

Referring now to the drawings, a four-wheel drive vehicle 10 isschematically shown to include a front driveline 12, a rear driveline 14and a powertrain for generating and selectively delivering rotary power(i.e., drive torque) to the drivelines. The powertrain is shown toinclude an engine 16 and a transmission 18 which may be of either themanual or automatic type. In the particular embodiment shown, vehicle 10further includes a transfer case 20 for transmitting drive torque fromengine 16 and transmission 18 to front driveline 12 and rear driveline14. Front driveline 12 includes a pair of front wheels 22 connected atopposite ends of a front axle assembly 24 having a front differential 26that is coupled to one end of a front driveshaft 28, the opposite end ofwhich is coupled to a front output shaft 30 of transfer case 20.Similarly, rear driveline 14 includes a pair of rear wheels 32 connectedat opposite ends of a rear axle assembly 34 having a rear differential36 coupled to one end of a rear driveshaft 38, the opposite end of whichis interconnected to a rear output shaft 40 of transfer case 20.

As will be further detailed, transfer case 20 is equipped with atwo-speed range unit 42, an interaxle differential 44, a mode clutchassembly 46 and a power-operated actuation mechanism 48 that is operableto control coordinated shifting of range unit 42 and adaptive engagementof mode clutch assembly 46. In addition, a control system 50 is providedfor controlling actuation of actuation mechanism 48. Control system 50includes vehicle sensors 52 for detecting real time operationalcharacteristics of motor vehicle 10, a mode select mechanism 54 forpermitting the vehicle operator to select one of the available drivemodes, and an electronic controller unit (ECU) 56 that is operable togenerate electric control signals in response to input signals fromsensors 52 and mode signals from mode select mechanism 54. The controlsignals are sent to an electric motor assembly 58 associated withactuation mechanism 48.

With particular reference to FIGS. 2 and 3, transfer case 20 is shown toinclude an input shaft 60 adapted to be driven by the output shaft oftransmission 18. Range unit 42 includes a planetary gearset having a sungear 62 fixed (i.e., splined) for rotation with input shaft 60, a ringgear 64 non-rotatably fixed to a portion of a housing 66 and a set ofplanet gears 68 rotatably supported from a planet carrier 70. Eachplanet gear 68 is meshed with both sun gear 62 and ring gear 64. Rangeunit 42 further includes a synchronized dog clutch assembly 72 having aclutch hub 74 journaled on input shaft 60, a first clutch plate 76 fixedfor rotation with input shaft 60 and a second clutch plate 78 fixed forrotation with planet carrier 70. Synchronized dog clutch assembly 72further includes a first synchronizer 80 disposed between clutch hub 74and first clutch plate 76, a second synchronizer 82 disposed betweenclutch hub 74 and second clutch plate 78 and a shift collar 84 splinedfor rotation with and axial sliding movement on clutch hub 74. As willbe detailed, shift collar 84 is arranged to selectively drive an inputmember of interaxle differential 44.

Shift collar 84 is shown in its central neutral (N) position where it isdisengaged from both first clutch plate 76 and second clutch plate 78.With shift collar 84 in its N position, transfer case 20 is in a Neutralnon-driven mode with input shaft 60 uncoupled from driven connectionwith the input of interaxle differential 44, whereby no drive torque istransmitted to either of the output shafts. Shift collar 84 is moveablefrom its N position to a high-range (H) position whereat shift collar 84is coupled to first clutch plate 76 and is driven at a direct speedratio relative to input shaft 60. Accordingly, location of shift collar84 in its H range position functions to establish a high-range driveconnection between input shaft 60 and the input to interaxledifferential 44. In contrast, shift collar 84 can be moved from its Nposition to a low-range (L) position whereat shift collar 84 is coupledto second clutch plate 78 and is driven by planet carrier 70 at areduced speed ratio relative to input shaft 60. Such movement of shiftcollar 84 to its L range position functions to establish a low-rangedrive connection between input shaft 60 and the input to interaxledifferential 44. First synchronizer 80 functions to establish speedsynchronization between shift collar 84 and input shaft 60 duringmovement of shift collar 84 toward its H position. Likewise, secondsynchronizer 82 functions to establish speed synchronization betweenshift collar 84 and planet carrier 70 during movement of shift collar 84toward its L position.

It is contemplated that transfer case 20 could be equipped withoutsynchronizers 80 and 82 if a non-synchronized range shift system isdesired. Likewise, the planetary gearset and range shift arrangementshown are intended to merely be representative of one type of two-speedrange unit available for use in transfer cases. To this end, anytwo-speed reduction unit having a shift member moveable to establishfirst and second ratio drive connections is considered to be within thescope of this invention.

Interaxle differential 44 includes an input member driven by shiftcollar 84, a first output member driving rear output shaft 40 and asecond output member operably .arranged to drive front output shaft 30.In particular, interaxle differential 44 includes an annulus gear 90fixed for rotation and axial sliding movement with shift collar 84, asun gear 92 fixed to a quill shaft 94 that is rotatably supported onrear output shaft 40, and a pinion carrier assembly 96 that is fixed(i.e., splined) for rotation with rear output shaft 40. Pinion carrierassembly 96 includes a first carrier ring 96A fixed (i.e., splined) forrotation with rear output shaft 40, a second carrier ring 96B, and pinsrotatably supporting meshed pairs of first pinion gears 98 and secondpinion gears 100 (see FIG. 2) therebetween. In addition, first piniongears 98 are meshed with annulus gear 90 while second pinion gears 100are meshed with sun gear 92. As such, driven rotation of annulus gear 90(at either of the direct or reduced speed ratios) causes drive torque tobe transmitted to rear output shaft 40 via pinion carrier assembly 96and to quill shaft 94 via sun gear 92. Drive torque is transferred fromquill shaft 94 to front output shaft 30 through a transfer assembly 101which includes a drive sprocket 102 fixed to quill shaft 94, a drivensprocket 104 fixed to front output shaft 30, and a drive chain 106meshed with sprockets 102 and 104. Based on the particular configurationand sizing of the gears associated with interaxle differential 44, aspecific torque distribution ratio is established (i.e., 50/50, 64/36)between rear output shaft 40 and front output shaft 30.

Referring primarily to FIG. 4, mode clutch assembly 46 is shown toinclude a clutch hub 110 fixed via a spline connection 112 to a tubularend segment of quill shaft 94, a clutch drum 114 fixed via a splineconnection 116 to rear output shaft 40, and a multi-plate clutch pack118 operably disposed between hub 110 and drum 114. Clutch pack 118includes a set of outer clutch plates that are splined for rotation withand axial movement on an outer cylindrical rim segment 120 of drum 114.Clutch pack 118 also includes a set of inner clutch plates that aresplined for rotation with and axial movement on clutch hub 110. Clutchassembly 46 further includes a reaction plate 122 that is splined forrotation with outer rim segment 120 of drum 114 and retained thereon viaa lock ring 124, and a pressure plate 126 that is also splined forrotation with outer rim segment 120 of drum 114. Pressure plate 126 isadapted to move axially for exerting a compressive clutch engagementforce on clutch pack 118 in response to resilient pivotal movement ofdisk levers 128. Disk levers 128 are shown to be located betweenpressure plate 126 and a radial plate segment 130 of drum 114.

Pressure plate 126 is axially moveable relative to clutch pack 118between a first or “released” position and a second or “locked”position. With pressure plate 126 in its released position, a minimumclutch engagement force is exerted on clutch pack 118 such thatvirtually no drive torque is transferred through clutch assembly 46 soas to establish a differentiated or full-time four-wheel drive mode. Incontrast, location of pressure plate 126 in its locked position causes amaximum clutch engagement force to be applied to clutch pack 118 suchthat front output shaft 30 is, in effect, coupled for common rotationwith rear output shaft 40 so as to establish a non-differentiated orlocked four-wheel drive mode. Therefore, accurate control of theposition of pressure plate 126 between its released and locked positionpermits adaptive regulation of the torque biasing between rear outputshaft 40 and front output shaft 30, thereby establishing an adaptiveall-wheel drive mode.

Power-operated actuation mechanism 48 is operable to coordinate movementof shift collar 84 between its three distinct range positions withmovement of pressure plate 126 between its released and lockedpositions. In its most basic form, actuation mechanism 48 includes anelectric motor assembly 58, a reduction geartrain 140 driven by motorassembly 58, a range actuator assembly 144 and a mode actuator assembly146.

Reduction geartrain 140 is shown to include a first gearset 150 and asecond gearset 152. First gearset 150 is preferably a bevel gearsethaving a drive pinion 154 driven by an output shaft of electric motorassembly 58 and which is meshed with a bevel gear 156 so as to provide afirst reduction ratio. As seen, bevel gear 156 is rotatably supported bya bearing assembly 160 from housing 66 for rotation about a first rotaryaxis. The first reduction ratio established by bevel gearset 150 ispreferably in the range of 3:1 to 10:1 and, more preferably, is about6:1. Second gearset 152 is preferably a spur gearset having a first gear162 rigidly secured to bevel gear 156 for common rotation about thefirst rotary axis and which is meshed with a second gear 164 so as toprovide a second reduction ratio. Second gear 164 is rotatably supportedfrom housing 66 by a bearing assembly 166 for rotation about a secondrotary axis. Preferably, the second reduction ratio provided by spurgearset 152 is similar in range to that of bevel gearset 150 with apreferred ratio of about 6:1. A cumulative speed reduction ratio ofabout 36:1 between the output shaft of electric motor assembly 58 andsecond gear 164 permits the use of a small, low power electric motor.

Referring primarily to FIG. 5, range actuator assembly 144 is shown toinclude a driveshaft 142 and a range cam 172 that is fixed for rotationwith driveshaft 142. As seen, driveshaft 142 has a first end fixed via aspline connection 166 for common rotation with second gear 164 and asecond end that is rotatably supported in a socket 168 formed in housing66. In addition, an angular position sensor, such as an encoder unit170, is provided for accurately detecting the rotated position of secondgear 164. Range cam 172 is cylindrical and includes a groove 173comprised of a high-range dwell segment 174, a low-range dwell segment176 and a helical intermediate shift segment 178 interconnecting dwellsegments 174 and 176. Range actuator assembly 144 further includes arange fork 180 having a tubular sleeve 182 surrounding range cam 172, afollower pin 184 which extends from range fork sleeve 182 into groove173, and a fork segment 186 extending from sleeve 182 into an annulargroove 190 formed in shift collar 84.

Rotation of range cam 172 results in controlled axial movement of shiftcollar 84 due to the movement of follower pin 184 within shift segment178 of groove 173. Specifically, when it is desired to shift range unit42 into its high-range drive mode, electric motor 58 is energized tocause rotation of second gear 164 and driveshaft 142 in a firstdirection which, in turn, causes concurrent rotation of range cam 172.Such rotation of range cam 172 causes follower pin 184 to move withinintermediate shift segment 178 of groove 173 until shift collar 84 isaxially located in its H range position. With shift collar 84 in its Hrange position, the high-range drive connection is established betweeninput shaft 60 and annulus gear 90. Continued rotation of driveshaft 142in the first direction causes follower pin 184 to exit shift segment 178and enter high-range dwell segment 174 which is configured to maintainshift collar 84 in its H range position. Thereafter, concurrent rotationof second gear 164, driveshaft 142 and range cam 172 in the opposite orsecond direction causes follower pin 184 to exit high-range dwellsegment 174 and re-enter helical shift segment 178 for causing shiftcollar 84 to begin moving from its H range position toward its L rangeposition. Upon continued rotation of range cam 172 in the seconddirection, follower pin 184 exits shift segment 178 and enters low-rangedwell segment 176 of groove 173 for axially locating shift collar 84 inits L range position and establishing the low-range drive connectionbetween planet carrier 70 and annulus gear 90.

As best seen from FIGS. 2 and 4, mode actuator assembly 146 surroundsrear output shaft 40 and includes a drive member 200, a cam member 202,and a thrust member 204. Drive member, hereinafter referred to ascontrol gear 200, has a cylindrical inner rim segment 206 rotatablysupported by a bearing assembly 208 on an inner sleeve segment 210 ofclutch drum 114, a cylindrical outer rim segment 212, and a plate-likeweb segment 214 therebetween. Outer rim segment 212 is shown to haveexternal gear teeth 216 extending entirely around its outercircumference that are in constant meshed engagement with gear teeth 218on second gear 164. The relative orientation of geartrain 140 andelectric motor 58 to control gear 200 is best shown in FIG. 7. Accordingto a preferred construction, the size and number of teeth 218 on secondgear 164 are identical to the size and number of teeth 216 on controlgear 200 to provide a direct (i.e., 1:1) ratio therebetween. Controlgear 200 further includes a pair of diametrically opposed rollers 220Aand 220B that are retained in channels 222 formed in web segment 214. Inparticular, rollers 220A and 220B are each shown to be mounted forrotation and sliding movement on a pin 224 which is secured between theinner and outer rim segments of control gear 200.

As best seen from FIG, 8, cam member, hereinafter referred to as facecam 202, is a ring-like structure having a central aperture surroundinginner sleeve segment 210 of drum 114 and an outwardly extendinganti-rotation lug 225. Lug 225 is retained between a pair ofdiametrically opposed anti-rotation shoulder stops 226A and 226B formedon housing 66 so as to permit rotation of face cam 202 through a rangeof angular travel delimited by anti-rotation stops 226A and 226B. In thearrangement shown, the range of rotary movement for face cam 202 isabout 180°. Face cam 202 defines a first face surface 228 and a secondface surface 230. Extending inwardly from first face surface 228 are afirst channel 232 and a second channel 234, with each channel having a“spiral” or other non-constant radial path relative to the centralrotary axis of face cam 202. First channel 232 defines a cam surface 236having a first or high-range ramp segment 236A and a second or low-rangeramp segment 236B, both of which have an angular length of about 180°.Likewise, second channel 234 defines a cam surface 238 having a first orhigh-range segment 238A and a second or low-range segment 238B, both ofwhich have an angular length of about 180°.

Roller 220A of control gear 200 is retained within first channel 232 androllingly engages first cam surface 236 while roller 220B is retainedwithin second channel 234 and rollingly engages second cam surface 238.As noted, rollers 220A and 220B slide on pins 224 which function toaccommodate the non-constant radial path defined by channels 232 and234. In fact, high-range ramp segments 236A and 238A are similarlytapered or otherwise contoured to control axial movement of face cam 202between a retracted position and an extended position relative tocontrol gear 200 when shift collar 84 is located in its H rangeposition. Likewise, low-range ramp segments 236A and 236B are similarlytapered or otherwise contoured to control axial movement of face cam 202between its retracted and extended positions when shift collar 84 islocated in its L range position. As will be detailed, face cam 202 isaxially moved between its retracted and extended positions when it isprevented from rotating with control gear 200 due to engagement of itslug 225 with one of anti-rotation stops 226A and 226B.

FIG. 9 is partial sectional view showing channels 232 and 234 formed infirst face 228 of face cam 202. The depth of channels 232 and 234 willvary due to the tapered profile of cam surfaces 236 and 238, but theedge surfaces function to maintain rollers 220A and 220B therein. As anoption, FIG. 10 illustrates face cam 202 having raised cam surfaces 236′and 238′ formed on first face surface 228 in place of channels. Toaccommodate the non-constant radial path of cam surface 236′ and 238′,rollers 220A and 220B would be ridge or otherwise provided with flangedportions to overhang opposite sides of the cam surfaces.

Thrust member 204 includes a hub segment 240 surrounding inner sleevesegment 210 of drum 114, a plate segment 242 extending radially from hubsegment 240 and a plurality of circumferentially-spaced thrust pins 244that extend axially from plate segment 242. Each thrust pin 244 has aterminal end which extends through a bore 246 formed in plate segment130 of drum 114 and which is adapted to engage the free end of disklevers 128. A thrust bearing assembly 248 is provided between secondface surface 232 of face cam 202 and plate segment 242 of thrust member204.

The biasing force exerted by disk levers 128 on thrust member 204 actsto maintain constant engagement of control gear rollers 220A and 220Bwith respective cam surfaces 236 and 238 on face cam 202. Accordingly,when face cam 202 is axially located in its retracted position, disklevers 128 are released from engagement with pressure plate 126, wherebypressure plate 126 is located in its released position and clutchassembly 46 is considered to be in a released or non-engaged state. Incontrast, axial movement of face cam 202 from its retracted positiontoward its extended position causes thrust pins 244 to deflect disklevers 128 which, in turn, causes pressure plate 126 to move axiallyfrom its released position toward its locked position. As noted, suchmovement of pressure plate 126 causes a compressive clutch engagementforce to be applied to clutch pack 118 for transferring drive torquethrough clutch assembly 46. Since control gear 200 is restrained frommoving axially, rotation of control gear 200 relative to face cam 202causes rollers 220A and 220B to ride along cam surface 236 and 238 onface cam 202 which, in turn, results in axial movement of face cam 202.

As noted, power-operated actuation mechanism 48 coordinates axialmovement of shift collar 84 with axial movement of face cam 202 toestablish a plurality of different four-wheel drive modes. The availabledrive modes include a full-time four-wheel high-range (4WH) drive mode,an adaptive all-wheel high-range (AWH) drive mode, a locked four-wheelhigh-range (LOCK-4WH) drive mode, a Neutral mode, a full-time four-wheellow-range (4WL) drive mode, an adaptive all-wheel low-range (AWL) drivemode and a locked four-wheel low-range (LOCK-4WL) drive mode. While itis contemplated that mode select mechanism 54 would most likely limitthe available selection to the AWH, LOCK-4WH, N and LOCK-4WL drive modesin a typical vehicle application, the following description of eachdrive mode is provided.

In operation, when mode select mechanism 54 indicates selection of the4WH drive mode, ECU 56 signals electric motor 58 to rotate geartrain140. Specifically, second gear 164 is rotated in a first (i.e.,clockwise) direction to a position where: A) concurrent rotation ofdriveshaft 142 has caused shift collar 84 to move into its H rangeposition; and B) the resulting rotation of control gear 200 in a first(i.e., counter-clockwise) direction has caused concurrent rotation offace cam 202 until its lug 225 engages anti-rotation stop 226A. As seenfrom FIGS. 8 and 11A, rollers 220A and 220B on control gear 200 bearagainst cam surfaces 236 and 238 at their respective low or “detent”points 236C and 238C such that face cam 202 is axially located in itsretracted position. Furthermore, rollers 220A and 220B are both locatedat a first radial distance “A” from the origin of face cam 202. As such,pressure plate 126 is located in its released position and clutchassembly 46 is released. With mode clutch assembly 46 released,differential 44 acts as an open differential permitting unrestrictedspeed differentiation between the two output shafts.

When mode select mechanism 54 thereafter indicates selection of the AWHdrive mode, ECU 56 energizes electric motor 58 to cause geartrain 140 tocontinue rotating second gear 164 in its first direction. As indicated,high-range dwell segment 174 of groove 173 in range cam 172 accommodatesthis additional rotation of driveshaft 142 resulting from such continuedrotation of second gear 164 for maintaining shift collar 84 in its Hrange position. As is evident, continued rotation of second gear 164 inits first direction results in continued rotation of control gear 200 inits first direction. However, such continued rotation of control gear200 now causes non-rotary axial movement of face cam 202 from itsretracted position toward an intermediate or “adapt” position.Specifically, such axial movement of face cam 202 occurs since tab stop226A prevents further concurrent rotation of face cam 202 with controlgear 200. Thus, the resultant relative rotation of control gear 200relative to face cam 202 causes rollers 220A and 220B to exit dwellpoints 236C and 238C and travel along complimentary high-range rampsegments 236A and 238A of face cam 202 to the position shown in FIG.11B. Such movement of rollers 220A and 220B results in initial axialmovement of face cam 202 from its retracted position to its adaptposition. The adapt position is selected to locate pressure plate 126 ina ready position so as to provide a predetermined low level of torquetransfer across mode clutch assembly 46 to take-up clearances in clutchpack 118 in preparation for subsequent adaptive control. Thereafter, ECU56 determines when and how much torque needs to be transmitted acrossmode clutch assembly 46 to limit excessive interaxle slip between theoutput shafts based on the current tractive conditions and vehicularoperating characteristics detected by sensors 52.

The limits of adaptive torque control in the AWH drive mode areestablished by controlling bi-directional rotation of control gear 200through a range of motion operable for axially moving face cam 202between its adapt and extended positions. Specifically, axial movementof face cam 202 to its extended position results from further rotationof second gear 164 in its first direction until rollers 220A and 220Bare located at the end of high-range ramp segments 236A and 238A, asshown in FIG. 11C. Bi-directional rotation of control gear 200 withinthis range of travel is controlled by ECU 56 controlling energization ofelectric motor 58 based on a pre-selected torque control strategy.Preferably, the length of high-range ramp segments 236A and 236B ofchannels 232 and 234 permits about 180° of rotation for control gear200. As will be understood, any control strategy known in the art foradaptively controlling actuation of clutch assembly 46 can be used withthe present invention.

If mode select mechanism 54 indicates that the vehicle operator hasselected the LOCK-4WH drive mode, electric motor 58 is energized torotate second gear 164 and control gear 200 in their respective firstdirections until rollers 220A and 220B on control gear 200 are locatedin the positions shown in FIG. 11C. As such, rollers 220A and 220B haverolled up high-range segments 236A and 236B of cam surfaces 236 and 238which, in turn, has caused face cam 202 to move axially to its extendedposition. As noted, such movement of face cam 202 to its extendedposition causes pressure plate 126 to move to its locked position forfully engaging mode clutch assembly 46. As shown in FIG. 8, face cam 202is located in its axially extended position when rollers 220A and 220Bare located at a second radial distance “B” from the center of face cam202.

To limit the on-time service requirements of electric motor 58, apower-off brake 250 can be provided to brake rotation of the motor shaftso as to prevent back-driven rotation of geartrain 140 for maintainingpressure plate 126 in its locked position. In this manner, electricmotor 58 can be shut-off during operation of transfer case 20 in itsLOCK-4WH drive mode. To reiterate, shift collar 84 is maintained in itsH range position because high-range dwell segment 174 of groove 173 inrange cam 172 accommodates the additional rotation of driveshaft 142caused by rotation of second gear 164 in its first direction which alsofunctions to rotate control gear 200 relative to face cam 202.

If the Neutral mode is selected, second gear 164 is rotated in itssecond (i.e., counter-clockwise) direction for concurrently rotatingdriveshaft 142. Such rotation of driveshaft 142 causes follower pin 184on range fork 180 to ride within shift segment 178 of groove 173 inrange cam 172 until shift collar 84 is located in its N position. Duringsuch range shifting, mode clutch 46 is maintained in its released state.Specifically, the rotation of second gear 164 in its second directionalso causes rotation of control gear 200 in its second (i.e., clockwise)direction from the position shown in FIG. 11A to that shown in FIG. 11D.The continuous engagement of face cam 202 with rollers 220A and 220B oncontrol gear 200 due to the biasing of disk levers 128 causes face cam202 to also rotate in its second direction in concert with control gear200. Furthermore, this biasing also causes rollers 220A and 220B to belocated at their detent points 236C and 238C, respectively, therebymaintaining face cam 202 in its retracted axial position. As seen, lug225 is generally located halfway between stops 226A and 226B when theNeutral mode is established.

FIG. 11E illustrates the position of the components associated withtransfer case 20 for establishing the 4WL drive mode. In particular,second gear 164 has been rotated in its second direction to a positionwhereat: A) concurrent rotation of driveshaft 142 has caused shiftcollar 84 to move into its L range position; and B) the resultingrotation of control gear 200 in its second direction has caused face cam202 to rotate until its lug 225 now engages anti-rotation stop 226B. Inthis position, face cam 202 is in its retracted axial position such thatmode clutch assembly 46 is released.

When mode select mechanism 54 indicates selection of the AWL drive mode,ECU 56 energizes motor 58 to cause geartrain 140 to continue rotation ofsecond gear 164 in its second direction. Shift collar 84 is maintainedin its L range position due to follower pin 184 entering low-range dwellsegment 176 of groove 173 in range cam 172 during such continuedrotation of driveshaft 142. Furthermore, engagement of lug 225 with stop226B prevents further rotation of face cam 202 while control gear 200continues to rotate until rollers 220A and 220B are located in thepositions shown in FIG. 11F. This relative rotation causes face cam 202to move axially to its adapt position due to rollers 220A and 220Bengaging portions of low-range ramp segments 236B and 238B ofcorresponding cam surfaces 236 and 238. Similar to operation in the AWHdrive mode, ECU 56 controls the magnitude of engagement of clutchassembly 46 by controlling movement of the rollers on control gear 200between the positions shown in FIGS. 11F and 11G which, in turn, movesface cam 202 between its adapt position and its locked positions. Suchadaptive control is again based on a predetermined control strategyutilizing the signals inputted to ECU 56 from sensors 52.

Referring to FIG. 11G, the components are shown for establishing theLOCK-4WL mode with shift collar 84 in its L range position and modeclutch assembly 46 fully engaged due to second gear 164 being rotated inits second direction until control gear 200 is rotated to locate therollers in the positions shown. In this position, rollers 220A and 220Bare radially located a third radial distance “C” from the origin of facecam 202 on low-range ramp segments 236B and 238B such that face cam 202is located axially in its extended position. Thus, pressure plate 126 islocated in its locked position, thereby fully engaging clutch assembly46. Again, brake 250 would be engaged to prevent rotation of geartrain140 and hold second gear 164 in the position defining the LOCK-4WL drivemode while permitting electric motor 58 to be de-energized.

According to the present invention, mode actuator assembly 146 and rangeactuator assembly 144 are interconnected by a common geartrain 140 so asto permit coordinated actuation of both using a single power-operateddevice, namely electric motor 58. Mode actuator assembly 146accommodates actuation of range actuator assembly 144 while mode clutch46 is maintained in a released state for permitting movement of shiftcollars 84 between its three distinct range positions. Likewise, rangeactuation assembly 144 accommodates actuation of mode actuator assembly146 when shift collar 84 is positively located in one of its H and Lrange positions to permit adaptive engagement of clutch assembly 46. Tothis end, bi-directional rotation of second gear 164 through twodistinct ranges of angular travel achieves this coordination feature.Specifically, a first range, identified in FIG. 7 as angle “X”, controlsmovement of shift collar 84 while cam member 202 is maintained in itsretracted position. A second angular range, identified as angle “Y”controls engagement of clutch assembly 46 while shift collar 84 ismaintained in either of its H or L range positions.

While actuation mechanism 48 has been disclosed in association withfull-time transfer case 20, it will be understood that interaxledifferential 44 could be eliminated such that mode clutch assembly 46functions to modulate the drive torque transferred from rear outputshaft 40 to front output shaft 30 to establish an on-demand four-wheeldrive mode. A modified version of transfer case 20 shown in FIG. 2 isnow shown in FIG. 12 as transfer case 20A which is operable to definevarious two-wheel and four-wheel drive modes. Basically, shift collar 84now includes an annular drive ring 254 that is splined to a drive hub256 fixed (i.e., splined) to rear output shaft 40 while clutch assembly46 is arranged to transfer drive torque from rear output shaft 40 tofront output shaft 30. Again, power-operated actuation mechanism 48 isoperable to coordinate movement of shift collar 84 and face cam 202 toestablish various locked and on-demand four-wheel high-range andlow-range drive modes as well as two-wheel drive modes.

When on-demand transfer case 20A of FIG. 12 is used in association withvehicle 10 of FIG. 1, mode select mechanism 54 would permit selection ofa variety of available modes including, for example, a two-wheelhigh-range (2WH) drive mode, an on-demand four-wheel high-range(AUTO-4WH) drive mode, a part-time four-wheel high-range (LOCK-4WH)drive mode, a Neutral mode, and a part-time four-wheel low-range(LOCK-4WH) drive mode. Specifically, in the 2WH drive mode, geartrain140 would be rotated until face cam 202 and rollers 220A and 220B oncontrol gear 200 are located in the positions shown in FIG. 11A. Assuch, shift collar 84 would be located in its H range position andclutch assembly 46 would be released such that all drive torque isdelivered to rear output shaft 40. In the AUTO-4WH mode, shift collar 84would be located in its H range position and engagement of clutchassembly 46 would be continuously varied based on the value of thesensor signals to vary the torque distribution ratio between rear outputshaft 40 and front output shaft 30 in a range between 100:0 and 50:50.This mode is established by controlling rotation of geartrain 140 formoving rollers 220A and 220B on control gear 200 relative to face cam202 between the positions shown in FIGS. 11B and 11C. In the LOCK-4WHposition, actuation mechanism 48 rotates geartrain 140 to the positionshown in FIG. 11C, whereby shift collar 84 would still be located in itsH range position and clutch assembly 46 would be fully engaged toeffectively couple front output shaft 30 to rear output shaft 40.Selection of the Neutral mode causes actuator mechanism 48 to rotategeartrain 140 for locating face cam 200 and rollers 220A and 220B oncontrol gear 200 in the positions shown in FIG. 11D. Since shift collar84 is located in its N range position, no drive torque is transferred torear driveshaft 40. When the LOCK-4WL mode is selected, ECU 56 controlsactuation mechanism 48 to rotate geartrain 140 to the position shown inFIG. 11G, whereby shift collar 84 is located in its L range positionwhile fully engaging clutch assembly 46 is fully engaged.

The arrangement described for power-operated actuation mechanism 48 isan improvement over the prior art in that the torque amplificationprovided by reduction gearset 140 combined with the force amplificationprovided by mode actuator assembly 146 and disk levers 128 permit use ofa small low-power electric motor and yet provides extremely quickresponse and precise control over the position of face cam 202. Inaddition, since the axially-directed clutch engagement force isinversely proportional to the radial position of the rollers, the designengineer can use the radius as a variable for selectively increasing ordecreasing the mechanical advantages. A face cam configured to move therollers radially inward would function to increase the mechanicaladvantage for a given face cam taper profile or lead. Conversely, a facecam configured to move the rollers radially outward would function todecrease the mechanical advantage. If a constant mechanical advantage isdesired, the lead of the cam surfaces could be varied to compensate forthe change in mechanical advantage resulting from changes in the radialposition of the rollers.

Transfer cases 20 and 20A were both shown to include two-speed rangeunit 42 with power-operated actuation mechanism 48 operable tocoordinate actuation of range unit 42 with that of mode clutch assembly46. However, the advantages provided by spiral or otherwise non-constantradius cam surfaces on face cam 202 in cooperation withradially-moveable rollers 220 are not limited to such applications.Specifically, power-operated actuation mechanism 48 can be modified toonly control adaptive engagement of a friction clutch for use in variouspower transmission devices. To illustrate this feature, FIG. 13 shows asingle-speed transfer case 20B which is a revised version of transfercase 20A in that range unit 42 and range actuator assembly 144 have beeneliminated with input shaft 60 coupled (i.e., splined) to rear outputshaft 40. Due to the similarity or many components, common referencenumerals are used to identify components previously disclosed.

Transfer case 20B is operable to establish a two-wheel drive mode (2WD),a part-time four-wheel drive mode (4WD) and an automatic or on-demandfour-wheel drive mode (AWD). Specifically, the 2WD mode is establishedwhen face cam 202′ is axially located in its retracted position suchthat pressure plate 126 is located in its released position, therebyreleasing engagement of mode clutch assembly 46. The 4WD mode isestablished when face cam 202′ is located in its extended position forlocating pressure plate 126 in its locked position, thereby fullyengaging mode clutch assembly 46. The AWD mode is established bycontrolling axial movement of face cam 202′ between its adapt andextended positions for moving pressure plate 126 between its ready andlocked positions thereby adaptively controlling the transfer of torquefrom rear output shaft 40 to front output shaft 30.

Face cam 202′ is shown in FIG. 14 to be generally similar to face cam202 of FIG. 8 except that a first channel 232′ and a second channel 234′define corresponding first and second cam surfaces 236′ and 238′ thatare each configured to provide uni-directional clutch control feature.In particular, lug 225′ is shown retained between a pair of stops 226′provided for prohibiting rotation of face cam 202′ while permitting itsaxial movement. In accordance with one embodiment, the contour of camsurfaces 236′ and 238′ are configured to move rollers 220A and 220B oncontrol gear 200 radially inwardly to cause axial movement of face cam202′ from its retracted position toward its extended position. As analternative, cam surface 236′ and 238′ can be configured to move rollers220A and 220B on control gear 200 radially outward to cause axialmovement of face cam 202′ from its retracted position toward itsextended position. With this arrangement almost 360° of angular travelof rollers 220A and 220B within channels 232′ and 234′ is provided toaccommodate precise actuation of mode clutch assembly 46.

The above-referenced embodiments clearly set forth the novel andunobvious features, structure and/or function of the present invention.However, one skilled in the art will appreciate that equivalent elementsand/or arrangements made be used which will be covered by the scope ofthe following claims.

1. A power transmission device for a motor vehicle, comprising: a firstshaft; a second shaft; a clutch for transferring torque between thefirst and second shafts; an electric motor; and a clutch actuationsystem including a drive member and a cam member in cooperation with oneanother, the drive member being driven by the electric motor andincluding first and second rollers rotatably mounted thereon, the cammember including first and second circumferentially extending channelseach having a continually reducing radius, the first and second channelsbeing separate from and overlapping one another, the first roller beingpositioned within the first channel engaging the drive member and thecam member, the second roller being positioned within the second channelengaging the drive member and the cam member such that relative rotationbetween the drive member and the cam member translates the cam memberalong an axis of relative rotation to vary a magnitude of force appliedto the clutch.
 2. The power transmission device of claim 1 wherein thedrive member includes radially extending first and second pins on whichthe first and second rollers are rotatably supported, respectfully. 3.The power transmission device of claim 2 wherein the first and secondrollers are axially translated along the first and second pins duringrelative rotation between the drive member and the cam member based onthe continually reducing radius of the first and second channels.
 4. Thepower transmission device of claim 3 wherein the first and secondrollers are substantially diametrically opposed to one another.
 5. Thepower transmission device of claim 1 wherein the depth of the first andsecond channels varies.
 6. The power transmission device of claim 1wherein the cam member and the drive member each include apertures, oneof the first and second shafts extending through the apertures.
 7. Thepower transmission device of claim 6 wherein the clutch includes a drumcoupled for rotation with one of the first and second shafts and aplurality of friction plates, the drum including a sleeve segmentrotatably supporting the cam member.
 8. The power transmission device ofclaim 7 wherein the clutch actuation system further includes an axiallymoveable thrust member for transferring force between the cam member andthe friction plates, the thrust member including a plurality of spacedapart thrust pins extending through the drum.
 9. The power transmissiondevice of claim 1 wherein the clutch actuation system includes ananti-rotation member on the cam member adapted to engage a firststationary member when the cam member is rotated with the drive memberin a first direction and engage a second stationary member when the cammember is rotated with the drive member in a second direction.
 10. Thepower transmission device of claim 1 wherein the drive member includesteeth in constant meshed engagement with gear teeth formed on a geardriven by the electric motor.
 11. A power transmission device for use ina motor vehicle having a powertrain and a driveline, comprising: aninput shaft adapted to be driven by the powertrain; an output shaftadapted to drive the driveline; a clutch for selectively transmittingdrive torque between the input shaft and the output shaft; an electricmotor for rotating a driveshaft; and a clutch operator including a firstmember rotatably driven by the driveshaft, a second member moveablebetween first and second positions for controlling the magnitude of aclutch engagement force applied to the clutch, and a cam mechanism forconverting rotary movement of the first member into axial movement ofthe second member, the cam mechanism including a roller rotatablymounted to the first member and a spiral channel formed in the secondmember within which the roller is disposed, the channel having a camsurface engaged by the roller and configured to cause radial movement ofthe roller and axial movement of the second member between its first andsecond positions in response to rotation of the first member relative tothe second member.
 12. The power transmission device of claim 11 whereinthe clutch operator includes an anti-rotation member on the secondmember adapted to engage a first stationary member when the secondmember is rotated with the first member in a first direction and engagea second stationary member when the second member is rotated with thefirst member in a second direction.
 13. The power transmission device ofclaim 11 wherein the clutch operator is operable to prevent relativerotation between the first and second members in response to rotation ofthe first member through a first range of rotary travel and is furtheroperable to permit rotation of the first member relative to the secondmember in response to rotation of the first member through a secondrange of rotary travel.
 14. The power transmission device of claim 13wherein rotation of the first member through its second range of travelcauses an anti-rotation member on the second member to engage astationary member such that the first member rotates relative to thesecond member, whereby such relative rotation causes the roller to rideon the cam surface and forcibly move the second member from its firstposition toward its second position.
 15. The power transmission of claim14 wherein the cam surface includes a first ramp segment for causingaxial movement of the second member from its first position toward itssecond position when the first member is rotated in a first directionfollowing engagement of the anti-rotation member with the stationarymember, and wherein the cam surface includes a second ramp segment forcausing axial movement of the second member from its first positiontoward its second position when the first member is rotated in a seconddirection following engagement of the anti-rotation member with a secondstationary member.
 16. The power transmission device of claim 11 whereinthe first member includes first and second radially extending pinspositioned substantially diametrically opposed to one another, theroller being supported on the first pin, the cam mechanism includinganother roller being supported for rotation on the second pin andengaging the second member.
 17. The power transmission device of claim16 wherein the second member includes another spiral channel in whichthe another roller is disposed, the another spiral channel beingseparate from and overlapping the spiral channel associated with theroller.
 18. The power transmission device of claim 17 wherein the secondmember includes an aperture in receipt of one of the input and outputshafts.
 19. The power transmission device of claim 18 wherein the firstmember includes an aperture in receipt of one of the input and outputshafts.
 20. The power transmission device of claim 11 wherein the clutchincludes a drum coupled for rotation with one of the input and outputshafts and a plurality of friction plates, the drum including a sleevesegment rotatably supporting the second member.